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Thread: Crash course in Ford Engines

  1. #1

    Crash course in Ford Engines

    So I don't have to ask 100 questions. Do you guys know about some good info websites about early Ford engines. I recently traded for a vehicle with a high HP 351Boss engine with 302 heads. I need to learn about timing etc etc.

  2. #2
    Senior Member RACING JUNKIE
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    What year model?

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    Senior Member MASTER BUILDER
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    Re: Crash course in Ford Engines

    Quote Originally Posted by GLADIATORINC
    So I don't have to ask 100 questions. Do you guys know about some good info websites about early Ford engines. I recently traded for a vehicle with a high HP 351Boss engine with 302 heads. I need to learn about timing etc etc.
    Are these boss 302 heads or stock 302 heads .....if they are stock 302 heads they just defeated the purpose of the boss..........big ported heads with big valves and big header tubes...........built a boss 302 quite a few years ago and they were made to rev 8000-9000 rpm...........don't get me wrong will still work just not the same to me a boss is a boss

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    Senior Member EXPERT BUILDER
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    Don't the Boss 302 Heads have Canted Valves? and the normal 302 heads do not right?

    Here is a picture of a boss 302 head...

    http://www.mustangmonthly.com/howto/.../photo_22.html

  5. #5


    I was told they are "Bob Glidden" heads. I am wondering about the flange between the headers and heads. they have a casting number of C9ZE6090C. I believe back then they milled the heads to have different degree angles. I just want to know what I have. The set up I have is similar to Bob Glidden's Pinto that won him a Pro Stock Championship.

  6. #6
    Senior Member RACING JUNKIE lively's Avatar
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    WELLLLLLLLLLLL--IF YOU CAN'T GET IT FIGURED OUT I CAN PROBABLY TAKE IT OFF YOUR HANDS AND FIND SOMEPLACE TO USE IT :lol: :lol: :lol:

    LIVELY

  7. #7
    Senior Member RACING JUNKIE
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    The boss 302 heads are almost identical to the 1970 model 351 clev.4v heads except the boss 302 heads have a smaller combustion chamber. The biggest problem with the 351 clev 4v and the boss 302 heads are that the exhaust port had a hump in them restricting flow. The heads you have have fixed that by raising the exhaust port with the alum adapter. I don't whether they are Bob Gliddens ex heads or not. I'd say they are Yates heads, he's the one that started raising the exhaust port for better flow. I don't know of any small block cast iron heads that will even come close to touching the flow of the heads you have. I ran a 68 Mustang 20 years ago with a 351 clev 4v Yates heads. It ran 10.90s at 125mph with stock suspension. I still have 3 sets of 351clev 4v closed chamber heads and one set of the 302 Boss heads.
    On the C9ZE6090C cast number, the 1st letter C means 1960s and the 2nd letter 9 is the year in the 60s the head was made. Your heads are 1969 Boss 302 head casting. Boss 302 heads were only made in 1969 and 1970. C9ZE and D0VE castings. The first Cleveland 4v heads came out in 1970 and were D0VE castings. D for 70s and 0 for 1970.

  8. #8
    Senior Member MASTER BUILDER
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    The boss 302 heads in 1969 had 2.24 intake valves and in 1970 they had 2.19 intake valves

  9. #9
    Thanks for info. I am rebuilding carbs right now to see if it is worth keeping the tunnel ram. I am trying to figure out if the heads were milled and the the tunnel ram was milled also to match. I am considering going to just a big dominator. The tunnel ram limits the distributor you can use. It currently has a dual point unit. If I keep it then I have to buy kit to eliminate the points.

  10. #10
    Senior Member RACING JUNKIE
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    I ran both it seemed to like the tunnel ram the best though. I had problems with it trying to pump to much oil up to the valve covers. The lifter gallery runs under the lifters and since the roller lifters don't move, the lifter oil holes were constantly lined up with the lifter gallery. I turned the lifters upside down and then didnt have any oil to the rockers. So I ground a thin line from the waste of the lifter up to the oil hole until I got the right amount of oil to the rocker arms. I talked to the Crane tech and they were suppose to fix the problem. I'm sure it has it but you have to run a Jack Rouse restricter kit on the blocks main journals to keep oil on the crank. The last 351 I built is still running 11.50s in a 73 Mustang. Owner said hes freshed it 3 times, but other than that hasn't given problems.
    How fast is the car the engine is in?


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